Superheater construction for locomotives



Dec l F. A. BENOLKEN SUFERIIEA'PEH CONSTRUCTION FOR LOCOMOTIVES Filled sept. 12. 1924 Patented Dec. 1, 1925.

FRANK ARNOLD BENOLKEN, OF HELENA, MONTANA.

SUPERHEATER CONSTRUCTION FOR LOCOMOTIVES.

Application filed September To ZZ Law/0m t may concern:

Be it known that I, FRANK A. BENOLKEN, a citizen of the United States, and a resident of Helena, in the county o-f Lewis and Clark4 and State of Montanm have invented a new and useful Improvement in Superheater Constructions for Locomotives, of which the following' is al full, clear, and exact description.

My invention relates to improvements in superheater construction for locomotives, and it consists in the combinations, constructions, and arrangements herein described and claimed.

An object of my invention is to provide a novel superheater construction for use with a novel type of locomotive driving` mechanism, set forth in a companion patent application, Serial No. 737,332, filed Sept. 12, 1924.

A further object of my invention is to provide a. superheater construction, in which an economy is eected, Vdue to the utilization of a portion of the combustion chamber for the installation of one of two superheaters, this portion of the combustion chamber being that in which the maximum heat is generated.

A further object of my invention is to provide a double superheater construction in locomotives, which will give a greater efficiency when used in connection with the novel form of propelling means heretofore mentioned.

Other objects and advantages will appear in the following specification, and the novel features of the invention will be particularly pointed out in the appended claims.

My invention is illustrated in the accom1 panying drawings, forming part of this application, in which- Figure 1 is a section through a portion of a locomotive, showing the superheaters, and

Figure 2v is a View at right angles to Figure 1, showing diagrammatically the steam cylinders.

Referring now to Figure. 1, the combustion chamber is shown at 3, surmounted by the crown sheet l1. At 5 I have shown the steam dome. The dry pipe 6 leads from the steam dome.

The combustion chamber 3 is connected with the smoke chamber' 7 by means of the tubes 8, through Which the products of combustion pass on their way to the smoke stack 9. The dry pipe 6 has branches 10 12, 1924. Serial No. 737,333.

and 11, the former leading to the front superheater, and the latter to the rear superheater. Each of these superheaters is provided With pipes 12, through which the steam passes. These are enclosed by larger pipes 13 `which serve as return pipes to the steam chambers 14- at the ends of the superheaters. The pipes 13 are disposed inside of the pipes 8, andhence receive the intense hea-t of the burning gases which are conveyed through the pipes 8.

In Figure 1, I have shown the steam chamber 14 of the front superheater as being connected by a pipe 15 which runs to the front cylinder 16. A similar pipe 15 also runs to the front cylinder 16 on the. opposite side. The steam chamber 14: of the rear superheater is connected in .any suitable manner with the rear cylinders sho-wn at 18 of that type of engine disclosed in my copending application. I have indicated this connection diagrammatically by the pipe 17.

It will be noted that the rear portion of the rear superheater is exposed to the products of combustion in the combustion chamber before they enter the tubes 8. Therefore, a great deal of the heat which would ordinarily pass on through these tubes is imparted to the superheater at this point. The two superheaters are so arranged that they are situated comparatively near to the two sets of cylinders, i. e., the front and re-ar cylinders on either side. This effects an economy in steam consumption, since it obvia-tes the necessity of transmitting the steam for a considerable distance, and permits it to be utilized immediately.

It will be observed that the two superheaters are served by the same combustion chamber, the same tubes 8, the same smoke box or chamber 7, and the same stack. The cost of such construction would be less in proportion than the extra power obtained. In addition to this, one of the superheaters, i. e., the rear one, as stated, has the advantage of utilizing the hottest part of the products of combustion.

I claim:

1. A superheater construction for locomotives comprising a front superheater extending' into the smoke box, a rear superheater extending into the combustion chamber, and a common set of tubes between said superheaters for conducting the products of combustion.

2. In a device of the type described= a combustion chamber, a sinoke chamber, e

smoke 'Steek conimunicating awith, snokef` chamber, u ste-ain donie, a front Superheater having' one end extending into the snioke chamber, a rear superheater hex-'ing oneend extending into the oonibulsion chamber, means for connecting the frontend of the front superheaiter and,-r the rear end of the rear superheater with said steam donie, and pipes coninion to both of said superheaters for conducting products of, combustion, from Said 'combustion chamber intov Suid smoke box.l

3. In u device oiE the type described, a. oombuei'ion;chamber, ul smoke boi` a smoke stack, n steam, deine, tubes extending betnjeeir said combustion Chamber and same smoke box for conducting the products of combustion, fr front superheate-r having one end disposed in the smoke box and having;r tubes extending rearwardly into said first nmnedtubes, u rear Superheater having one end. in said Combustion chamber and having` tubes extending forwardly into Said rst named tubes, means for, supplying steam fromisadsteam dome to, each of said superheatjers, Jfronty cylinders connected with said front Superheater, and rear cylinders conne'oted'with. Suid rear superheater.

ERANK ARNOLD BENOLKEU. 

